DE102016210998B4 - Active double-declutching system for a manual transmission - Google Patents

Abstract

An active double-declutching system (ARM) (10) for a manual transmission (20) of a motor vehicle, comprising: an engine control module (30) that monitors and adjusts the output speed of the prime mover (12) of the motor vehicle; andat least one sensor (40) that monitors the movement of the shift linkage (70); wherein, if the at least one sensor (40) determines that the movement of the shift linkage (70) is a downshift in the shift gate, the engine control module (30) the available intermediate throttle time, which the engine control module (30) has in order to adapt the output speed of the prime mover (12) to the input speed of the transmission (20), compared to a downshift beyond the shift lane.

Description

TECHNICAL AREA

The present invention relates to an active double-declutching system for a manual transmission.

From US 2009/0 326 771 A1 it is known, for example, to make a decision as a function of the shifting force and the development of a transmission input speed as to whether there is a shift across shifting lanes.

BACKGROUND

The trend of automatic gearboxes for cars, SUVs, pick-ups and other vehicles for end customers from essentially fully hydraulic operation to operation that is controlled by an electronic transmission control module (TCM) and hydraulic actuators was accompanied by both the desire and the Need to provide electronic linear position sensors that provide real-time data to the transmission control module regarding the current position of the actuators, associated shift linkages, clutches, brakes and gears being acted upon. This data is used by the transmission control module, for example, to confirm the start and completion of a shift and thus the overall condition of the transmission. Such data are useful for self-diagnosis of impending or actual component failure.

This trend has not yet reached the other notable type of motor vehicle transmissions, namely manual transmissions. As the name suggests, such transmissions are shifted manually by the driver. Since the switching point and the gear selection are left to the driver, the integration of various sensors in a manual transmission was not only considered superfluous, but rather an interference with the driver's freedom.

Nevertheless, it is evident that data relating to the current operating status of a manual transmission can be used by the associated electronic controls in order to improve the overall driving experience. The present invention relates to this.

SUMMARY

According to the invention, an active intermediate gas system (ARM) for a manual transmission of a motor vehicle is proposed, which has the features of claim 1.

In another aspect, a method for controlling an active double-declutching system (ARM) for a manual transmission of a motor vehicle includes one or more of the following steps: monitoring and adjusting an output speed of a prime mover of a motor vehicle, monitoring the movement of the shift linkage and adjusting the time available to the output speed of the prime mover to the input speed of the transmission when the movement of the shift linkage is a downshift in the shift gate.

Figure list

• 1 ist ein Blockdiagramm der relevanten elektrischen, elektronischen und mechanischen Komponenten eines Kraftfahrzeugs, das ein manuelles Getriebe gemäß der Prinzipien der vorliegenden Erfindung hat;
• 2 ist eine perspektivische Ansicht eines Teils eines manuellen Getriebes, das ein Schaltgestänge gemäß der Prinzipien der vorliegenden Erfindung beinhaltet;
• 3A ist eine Draufsicht auf eine Schaltkulisse („H“) eines manuellen 6-Gang-Getriebes;
• 3B ist eine Draufsicht auf ein Herunterschalten in der Schaltgasse eines manuellen Getriebes;
• 3C ist eine Draufsicht auf ein Herunterschalten in der Schaltgasse gemäß der Prinzipien der vorliegenden Erfindung;
• 4 ist ein Flussdiagramm eines Prozesses für den Betrieb des aktiven Zwischengases mit dem Getriebe, das in 1 gemäß der Prinzipien der vorliegenden Erfindung beschrieben ist;
• 5 ist ein Flussdiagramm eines Unterprozesses des in 4 gezeigten Prozesses zur Anpassung der verfügbaren Zwischengaszeit für das Herunterschalten in der Schaltgasse;
• 6 ist ein Flussdiagramm eines Unterprozesses des in 4 gezeigten Prozesses, um die Kupplungsdynamik zu beschreiben; und
• 7 zeigt eine Wertetabelle für den in 4 gezeigten Prozess.

The drawings described here are for the purpose of illustration only.

• 1 Figure 3 is a block diagram of the relevant electrical, electronic and mechanical components of a motor vehicle having a manual transmission in accordance with the principles of the present invention;
• 2 Figure 4 is a perspective view of a portion of a manual transmission incorporating a shift linkage in accordance with the principles of the present invention;
• 3A is a plan view of a shift gate ("H") of a manual 6-speed transmission;
• 3B Figure 13 is a top plan view of a downshift in the shift gate of a manual transmission;
• 3C Figure 4 is a top plan view of a downshift in the shift gate in accordance with the principles of the present invention;
• 4th FIG. 13 is a flow diagram of a process for operating the active double-declutching with the transmission shown in FIG 1 is described in accordance with the principles of the present invention;
• 5 FIG. 10 is a flowchart of a sub-process of FIG 4th Process shown for adapting the available double-declutching time for downshifting in the shift gate;
• 6th FIG. 10 is a flowchart of a sub-process of FIG 4th process shown to describe the clutch dynamics; and
• 7th shows a table of values for the in 4th process shown.

DETAILED DESCRIPTION

With reference to 1 there is shown a system of relevant electrical, electronic and mechanical components of a motor vehicle having a manual transmission equipped with the present invention, generally with reference number 10 is designated. The system 10 includes a prime mover 12th which can be an Otto, Diesel or FlexFuel engine or a hybrid or electric engine. The prime mover 12th includes an output shaft 14th , which is a main friction clutch 16 drives, which is usually - but not necessarily - released or connected by the vehicle driver. The main clutch 16 selectively provides drive torque on an input shaft 18th a manual transmission 20th to disposal. The manual transmission 20th can be conventional and a housing 22nd as well as shafts, gears and synchronizing clutches that cooperate to provide, for example, four, five, six or more gears and one reverse gear. The gearbox includes an output shaft 24 those with a final drive assembly 26th which may include, for example, a cardan shaft, a differential assembly, and a pair of drive axles. A driver interface 28 generally includes these controls and devices that are under the control of and operated by the vehicle operator.

The system 10 also includes a variety of electrical and electronic sensors associated with an engine control module (ECM) 30th Provides real-time data. For example, there is an electronic sensor (tachometer) 32 in the prime mover 12th and provides a signal that the current speed of the output shaft 14th the prime mover 12th represents. One sensor 34 for the input speed of the gearbox (TISS) measures the current speed of the input shaft 18th of the manual transmission 20th . One sensor 36 for the output speed of the gearbox (TOSS) measures the current speed of the output shaft 24 of the manual transmission 20th . According to the present invention includes a sensor assembly 40 an application-specific integrated circuit for the absolute gear shift position 44 , the data output of this circuit showing the current position of the shift lever 72 indicates. One sensor 52 for clutch position measures the position of the clutch pedal and therefore the position of the main clutch 16 . A rate of change of the clutch pedal position sensor is obtained from the ECM 30th calculated based on the change in position of the clutch pedal over time. One sensor 54 for the accelerator pedal position measures the current position of the accelerator pedal. One sensor 56 for the brake pedal position measures the current position of the brake pedal. A body control module (BCM) 60 receives data from one or more control switches 62 and contains a data output to the engine control module 30th . As described below, an active intermediate gas system (ARM) includes various components of the system 10 . The ARM system matches the output speed of the prime mover and the input speed of the transmission. It should be noted that not all of the components described above are required for the operation of the ARM system. The TISS 34 is not used in some arrangements, for example.

Now referring to 2 and 3A is a shift linkage 70 shown that with the exterior of the case 22nd of the manual transmission 20th connected is. The shift linkage 70 includes a gear lever 72 which ends in a shift knob or handle 74 that is grasped and moved by the vehicle operator. The gear lever 72 can be moved by a virtual or actual shift gate or "H" pattern 76, which is shown in 3A is shown, which enables the selection of six forward gears or speed ratios and one reverse gear and gives tangible feedback for this. It should be understood, however, that the manual transmission 20th with which the present invention is used, may consist of more or fewer gears, or may provide more or fewer speed ratios. The gear lever 72 is located in a ball joint 78 and is with a longitudinally oriented shaft 80 connected by various fastening components or brackets and bearings 82 that allow the shaft to move back and forth and rotate around its own axis.

A typical downshift for a manual transmission that goes beyond the shift lane includes, for example, shifting from third gear to second gear (regions 92 , 94 , 96 and 98 ), whereby the ARM system assumes that only in the regions 92 and 94 upshifted and then in the regions 96 and 98 is downshifted. Accordingly, the ARM system strives for second gear as soon as the gear lever moves from third gear to fourth gear (regions 92 and 94 before neutral 90 ) to first gear to second shift gate (region 96 and 98 after neutral 90 ) is moved. When shifting beyond the shifting lane, the ARM system has time to double-declutch the engine before the shift moves into the second gear position and the driver releases the clutch pedal, especially since the shift travel and the synchronization times of the transmission are longer.

In contrast, a downshift in the same shift gate includes one of the following options: second gear to first gear 84 , fourth gear to third gear 86 and sixth gear to fifth gear 88 . With a conventional downshift ( 3B) in the case of a manual transmission, the operation of the transmission assumes an upshift (regions 100 and 102 ) before accepting a downshift (region 104 ) happens. The region begins more precisely 104 after a Switching position 108 which after inserting the synchronizer 106 lies. In such a transmission, the matching of the output speed of the prime mover to the input speed of the transmission therefore aims at third gear in the region 104 at. Accordingly, the system does not have much time to double-declutch the engine before the gearshift is physically in gear and the driver releases the clutch pedal.

In accordance with the principles of the present invention, the system fits 10 however, the time for the ARM system to match the output speed of the prime mover to the input speed of the transmission during a, as in FIG 3C downshifting shown 86 in the same shift gate. The transmission is more precise 20th an upshift in the regions 100 and 112 and then a downshift in region 114 at. The region 114 downshifting begins after a shift position 118 which before inserting the synchronizer 106 lies. Hence the system commands 10 a double-declutching for downshifting is more likely in the shifting process before the driver moves the gearshift lever into the position in which the synchronizers engage for the target gear. The system 10 therefore enables the speed increase on the prime mover to take place simultaneously with the synchronization of the transmission gear. A special property of the system 10 is the ability to set the double-declutching times based on the sideways position of the shift lever within the shift gate (i.e., along the shift position 118 ) adapt.

You should be able to see the sensor assembly 40 for the gear absolute position according to the present invention enables and provides various advantages and functions. For example, start-stop applications for the engine insofar as they require detection of the neutral position. The invention improves the shift quality and reduces snapping in the drive train by promoting the pre-synchronization of the drive train. In addition, an adjustment of the speed of the engine output and the transmission input and especially ARM is made possible, which requires the absolute gear position and the expected gear. Speed management is also made possible, which can lead to a reduction in the weight and complexity of the transmission. Remote starting in the sense of unattended starting is also made possible, since it also requires detection of the neutral position. In addition, the invention can be used to reduce improper use of the transmission or to prevent it entirely, since it can be used to detect and prevent a potentially improper operating event. Finally, the invention provides a full diagnostic functionality, such as for a short circuit to the energy source, a short circuit to the ground or an open circuit.

The sensor assembly 40 for the gear absolute position includes one or more magnetic sensors together with one or more magnets (such as ring or arc magnets). For example, the sensor assembly 40 contain one or more Hall-effect sensors together with one or more magnets for the absolute gear position. The outputs of the one or more sensors are fed directly into the application-specific integrated circuit 44 which can be molded or assembled together with the sensors as a single device. Alternatively, a single arc magnet or a ring and a nearby, single three-dimensional (3D) Hall effect sensor can be used.

It will be seen that the magnets and associated Hall-effect sensors are inside the gearbox 22nd through the gearbox 22nd or any convenient location where the rings can be mounted on the shaft 80 and the sensors can be placed nearby. For example, they can be inside or near the bracket or bearing 82 installed in 2 is shown. As an alternative to the Hall effect sensors, anisotropic magnetoresistance (AMR), giant magnetoresistance (GMR), linear contactless permanent magnet differential (PLCD), linear variable differential transformer (LVDT), magneto-elastic (ME) or magneto-inductive sensors ( MI) can be used.

Further details on the functionality of the sensors for the absolute gear position can be found in US 8,739,647 B2 , the entire content of which is referred to here.

It will be seen that not only does each gear selection position have a unique numerical value or signature, but also when the shift lever is moved 72 and the displacement and rotation of the shaft 80 the outputs of the sensor assembly 40 and the application-specific integrated circuit 44 provide a constantly changing, substantially analog signal that the engine control module 30th or other similar devices, not only the current position of the shift lever 72 and the wave 80 to determine, but also their direction and speed of movement.

Now referring to 4th , 5 and 6th will be the operation of the system 10 , especially that of the ARM system, explained in more detail. 4th shows a process 200 the one with step 202 begins. The process 200 drives with a decision step 204 proceeded to where the process 200 determines whether the transmission is in reverse. When the transmission is in reverse, the process activates 200 in step 206 the reversing displays such as, for example, reversing displays for the driver of the vehicle, reversing lights and a reversing camera, and then returns to step 202 back. If the transmission is not in reverse, the process continues 200 with a sub-process 208 that of the clutch dynamics of the transmission 20th analyzed. Depending on the characteristics of the coupling 16 switches the process 200 the ARM system in step 210 either one and goes to step 202 back or he switches the ARM system to step 212 and goes to a sub-process 214 continues, in which the extended double-declutching takes place when downshifting is beyond the shift lane. It should be noted that the process 200 , especially the step 208 to analyze clutch dynamics, is not limited to downshifting.

5 shows the subprocess 214 more detailed. The sub-process 212 starts at one step 218 , the step of activating information from the ARM system 212 of the process 200 receives. The sub-process 214 determined in one decision step 220 whether the downshift takes place in a shift gate or across shift gates. If the downshift exceeds the shift lane, the sub-process continues with step 224 on, which is a step back to step 202 of process 200 is. When the decision step 220 determines that the downshift is taking place in a shift gate, the sub-process in the step fits 222 the double-declutching time for the upcoming downshift. Specifically, in certain configurations for the ARM system, the double-declutching time is increased at 222 to match the output speed of the prime mover with the input speed of the transmission. From the crotch 222 the sub-process goes out 214 back to step 224 over (i.e. he returns to step 202 of process 200 back).

Now referring to 6th is the clutch dynamics analysis sub-process 208 of the process 200 illustrated in more detail. The sub-process 208 starts with one step 226 in which there is information from the approval step 204 retrieves, namely whether the transmission is in reverse. The sub-process 208 drives with one step 228 where the subprocess 208 the position of the clutch pedal using information from the sensor 52 intended for the position of the clutch pedal. Next, the sub-process determines 208 in one step 230 the rate of change in the position of the clutch pedal position. In one step 231 the subprocess compares 208 the data from the step 228 and 230 with a table of values such as the one in 7th shown table. The table of values in 7th provides information related to the position of the clutch pedal and the rate of change in the position of the clutch pedal in relation to when to turn the ARM system on and off.

The sub-process decides with information from the table of values 208 in one decision step 232 whether the ARM system is activated or deactivated. If the sub-process 208 in step 232 determines that the ARM system should be turned on, the subprocess continues 208 proceed to a step 234 (ie, step 212 of the process 200 with the ARM system activated). If the sub-process 208 in step 232 determines that the ARM system should be turned off, the subprocess continues 208 with one step 236 continue (i.e. with step 210 in which the ARM system is deactivated).

Claims (10)

Active double-declutching system (ARM) (10) for a manual transmission (20) of a motor vehicle, comprising: an engine control module (30) that monitors and adjusts the output speed of the prime mover (12) of the motor vehicle; and at least one sensor (40) which monitors the movement of the shift linkage (70); wherein, when the at least one sensor (40) determines that the movement of the shift linkage (70) is a downshift in the shift gate, the engine control module (30) uses the available double-declutching time that the engine control module (30) has to increase the output speed of the prime mover ( 12) to adapt the input speed of the transmission (20), compared to a downshift that exceeds the shift gate. System according to Claim 1 further comprising a sensor (40) that monitors the position of the clutch pedal, the ARM system (10) being activated or deactivated depending on the position of the clutch pedal. System according to Claim 2 further comprising a sensor (40) that monitors the rate of change in the position of the clutch pedal, the ARM system (10) being activated or deactivated depending on the rate of change in the position of the clutch pedal. System according to Claim 3 , wherein the relationship between the position of the clutch pedal and the rate of change of the position of the clutch pedal is characterized by a table of values. System according to Claim 4 , the ARM system (10) being activated or deactivated depending on the output of the value table. System according to Claim 1 wherein the at least one sensor (40) is at least one magnetic sensor, and wherein the at least one magnetic sensor is a three-dimensional Hall effect sensor. System according to Claim 1 , the shift linkage (70) also providing a shift gate with an “H” pattern. System according to Claim 7 , the shift gate has six forward gears and one reverse gear. System according to Claim 8 The downshifting takes place in a shift gate from second gear to first gear, from fourth gear to third gear and from sixth gear to fifth gear. System according to Claim 1 wherein the at least one sensor (40) is at least one sensor for the absolute gear position (GAPS), and wherein the GAPS performs at least one shift when the transmission (20) is in reverse gear, and wherein the at least one shift at least one the following activated: display for the driver of the motor vehicle, reversing lights and reversing camera.

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